Direction indicating device



Dec. 13, 1932. E. K. FRIEND 1,890,677

DIRECTION maremma DEvIc Filed Nov. 27, 1925 2 SheetsFSheet 1 0M me ma/ala mer or VEN/c1.:

Dec. 13, 1932.` E, K, FR|END 1,890,677

DIRECTION INDIGAT ING DEVICE Patented Dee. 13, 1932 UNITED STATES EDWARD mj-IL FBIEN D, F JAMAICA PLAINlMASSACHUBETTS nmnccrIoN INDIcA'rING DEvTcn Application nea november a1, 1925. sum n. 71,635.

My invention relates to the provision of means whereby changes of direction of moving vehicles may be automatically signalled to other trallic in the vicinity. Also, by means of direct control, acting simultaneously or selectivel with automatic control, contemplated c anges in direction may be signalled to other vehicles at any desired interval before they occur.

I attain these objects by the mechanism illustrated in the accompanying drawings, in which:

Fig. 1 is a signal box, casing, or transparency, shown in elevation, capable of controlled illumination and containing one or more compartments or chambers, (in the drawings t ree compartments are shown) for attachment to the front fender, or other portion of an automobile, where it will be readily visible.

Fig. 2 is an illustration of the same, with the cover plates removed, showin the arrangement of the compartments an the electric bulbs used to illuminate the same. i5 Fig. 3 is a sectional plan of the automatic controlling mechanism, showing the arrangement of the primary electrical contacts.

Fi 4 is a sectionin elevation of the same, showing the arrangement of the secondary electrical contacts.

Fig. 5 is a plan of the direct or manual controlling mechanism With the cover late removed, showing the arrangement o the various electrical contacts.

Fig. 6 is a view of the direct or manual control, the rod and lever actuating the same, and the manner in which it is proposed to attach this ortion of the device to the steering column o an automobile.

Fig. 7 is a diagram showing the various parts of the device symbolically, together with the electrical connections for the same.

Figures 8 to 14 represent modifications of the invention.

The entire device consists of one or more signal boxes or the like, an automatic controller, a direct on manual controller, and the Wires, attachments and connections, both electrical and mechanical, necessary t0 the proper i* operation of the same.

The signal box (Figs. 1 and 2) consists of an outer shell or casing (11) made of any suitable material with a. base (12), either fixed or detachable, of suitable shape for attachment to an automobile fender or other point of attachment, having, in the type illustrated, three compartments or chambers (13, 14 and 15) opening both to front and rear, each illuminated by an electric bulb (16, 17 and 18) connected to the electrical system of the vehicle as hereinafter described. These chambers or compartments are closed on each side by a cover plate (19) holding in position lenses or transparencies of glass, or other suitable material, on which are formed illuminated representations of arrows, or other figures, indicating the direction toward which the vehicle is turning or is about 1o be turned. These figures may be formed by suitable cutouts in the cover plate itself, or b cutouts made in shields placed inside the c amber or compartment.

The lenses or transparencies (20) of compartment (13) show red when illuminated both to front and rear. The lenses (22) of 75 compartment (15) show green when illuminated both to front and rear.

The lenses (Q1) of compartment (14) are used as parking lights and show white in front and red to the rear. They are not considered as a part of this invention except in so far as they are embodied in the particular design of signal box or indicator shown. In attaching the signal to the front fender of an automobile, or other mount, at either side of the middle of the car, attachment is made as to show the red signal pointing outwa. or away from the car, and the green signal pointing inward or towards the car. It is to be understood that the specific colors named are not of the essence of the invention, and that different colors may be used if desired; but it is a feature of some importance that the signal at either side which indicates, by a conventional color or other characteristic, need of caution on the part of others, point outward, and that the inwardly pointing signal at either side be the one which indicates a safe condition. `This feature is indicated diagrammatically by the letters R (for red) and G (for green) in Fig. 7.

The automatic controller, one form of which is shown in Figs. 3 and 4, consists of an outer shell or casing (23) of cylindrical form of suitable insulating material containing insulating cores or plugs (24, 25 and 41) in which reciprocates a piston rod (26) having atlixed to it, at a point within the chamber (27), an insulated core (28) carrying a contact ring (29). This contact ring is in permanent contact with the primary contact strips (30 and 31) throughout the entire range of its movement.

The chamber (27) also contains secondar contact strips (32 and 33, Fig. 4) so arrange with relation to the contact ring (29), that a movement of the latter in either direction will form contact with one of these secondary contact strips, while a movement in the opposite direction will form contact with the other.

These secondary contact stri )s (32 and 33) are. so arranged as to be capa le of adjustment with relation to their distance from the contact ring (29) by the adjusting screws (34 and 35). Which work in threaded holes in the ends of the Contact strips, and which are held in adjustment by the locking screws (36 and 37) in the end plates (38 and 39). These locking screws (36 and 37) also serve as binding posts for the electrical connections. The construction at the opposite end of the controller is the same except that the end plate (40) is in one piece, and the primary contact strips (30 and 31) are not adjustable. Screws (36a and 37a) serve as binding posts for connecting the primary contact strips in the circuit.

Alternative forms of the automatic controller are shown in Figs. 8, 9, 1() and 11, Plate II, in which the principle of the worm and gear and the worm and rack are elnployed.

In Figs. 8 and 9 a gear (60) is rotated by a worm (61) attached to the steering rod (62) of the vehicle. 0n either side of this gear are semi-circular contact bosses (63 and 64) which, when the gear is rotated by the action of the Worm, form electrical contacts with the contact studs (65 and 66), which are free to be moved in semi-circular slots (76) in the opposite cover plates (67), respectively, and are held in place by the insulating disks (68 and 69). Electrical contact between the contact studs and the semi-circular bosses is maintained by spiral springs (70 and 71) encircling the hub of the gear on either side. which tend to resist lateral displacement of the gear by the pressure of the studs on the semi-circular bosses. The contact studs are clamped in position by the knurled nuts (72 and 73) which also serve as points of attachment for the secondary electrical connections. Primarv connection with the electrical system of the vehicle is had by attachment to one or the other of the two binding screws (74 and 75) located in the hub of the gear, and adjustment of the point of contact, between the contact boss on the gear and the contact stud, is made by movin the latter in the semi-circular slot (76, Fig. 9) in the cover plate. The steering rod (62) has an extreme movement of one revolution (with some variation in various makes of cars) in either direction from its central or normal position, and the gear ratio is so designed that one revolution of the worm produces a one quarter revolution of the gear, that is, a minor part of a Whole revolution. The cover plate is in two sections bolted together and the gear rotates in the bushings (77 and 78) set in the cover plate.

In the form of automatic controller in which the worm and rack principle is employed. (Figs. 1() and 11), a rack (80, Fi 10) is substituted for the gear. This rac is held in position and guided in the cover lates by insulating side plates (81 and 82, Fig. 11) in which is secured a contactstud (83) which is in permanent contact with the primary Contact strip (84). Rotation of the worm causes the rack carrying the stud to move either forward or back, forming an electrical contact with one or the other of the U shaped secondary contact pieces 85 and 86. These contact Us are adjusted by the adjusting screws (87 and 88), which are held in adjustment by the binding screws (89 and 90) to which the secondarv leads are attached. The primary connection is made to the binding screw (91), which is in electrical contact with the contact strip (84) through the attaching screws (92 and 93) and the connecting strip (94). The whole is enclosed by cover plates (95 and 96).

The direct or manual control, one form of which is shown in Fig. 5, consists of a base (42) of suitable insulating material on which are mounted a series of electrical contacts (43 to 52 inclusive) of which those designated 45 and 46 are connected in the circuit of the automatic controller and are hereinafter called, for convenience, the automatic control terminals over which passes a contact arm or finger 53) actuated by a control rod (54, Fig. 6) and hand lever (55), the base to be enclosed by a cover plate (not shown in the drawings).

The contact arm or finger (53) is connected directly (as by conductor a, Fig. 7) to Vthe electrical system of the vehicle to which the device is attached. and is so designed as to be capable of making Contact simultaneously with any two adjacent contacts of the series of contact terminals (43 to 52).

The left manual control terminal (44) is connected by suitable wiring (as b and b) directly with the left hand electric lights of both signal devices (Figs. 1 and 2) indicatingl1 a left turn.

he automatic control terminals (45 and 46) are connected (as by conductors c, d and e, e) with the primary contact strips `(30 and 31) of the automatic controller (Figs. 3' and 4).

The right manual control terminal (47) is connected (as by conductors f, g, g) directly with the right hand electric s1 al lights of both indicators (Fig. 2), indicating a right turn.

The left parking light terminal (49) is connected (as by conductor h) directly with the electric bulb (17) in the compartment (14, Fig. 2) of the. left hand signal device controlling the parking light on the left side of the vehicle. y

The right parking light terminal (50) is connected (as by conductor j) with a corresponding bulb in the signal device on the right frontfender, when two devices are used, and controls the parking light on the right side.

The remaining terminals (43, 48, 51 and 52) are neutral points having no electrical connection and serve merely as points of support for the contact linger (53).

An alternative form of manual controller is shown in Figs. 12, 13 and 14, Plate II in which an insulating cap (100), carrying a contact finger (101), isl secured to a metal spindle (102) by an attaching screw (103) in such a manner as to allow 4the contact iinger to rotate over a series of contact points (43 to 51), arranged in circular form in the insulating core (104). Current from the electrical system is brought to the controls by a wire or cable attached to the central spindle by the binding screw (105) and the leads to the various bulbs in the signal devices are brought to their proper binding posts through grooves or channels (112) formed in the insulating core as shown in Fig. 14.

Control of the auxiliary pass signals, where used, is provided for by the two push button switches (106 and 107), located in the outer shell or casing (108), which is secured to the insulating core by attaching screws occupying the position of the neutral points (43, 48 and 51).

The push button switches eifect electrical contact between the central spindle (102) and the binding screw (109) to which the leads to the pass signals are attached through the attaching screw (110) and the contact strip 111). The whole assembly is attached to and supported by a section of tubing (113), attached to the steering column of the vehicle, through which tubing the various electrical wires are brought.

Figs. 13 and 14 are sections of the controller through the lines A B and C-D respectively.

The operation of the device as attached to an automobile is as follows:

)Vith the hand lever (55) or controller cap (100) in the normal position, the contact finger (53) at rest upon the automatic control terminals (45 and 46), movement of the steerin mechanism of the vehicle is communicate to the piston rod (26) by means of a drag link (114, Fig. 7) connected to the steering arm (115) or other suitable point of attachment.

'When the construction of the vehicle to which the device is to be attached is such that a rigid or non-flexible connection with the steering mechanism is diilicult or impracticable to obtain, a flexible connection may be employed, reciprocation of the piston rod (26) being secured by means of spiral springs encircling the rod, placed in the chamber 27) between the contact ring core (28) and the end plug (25). An additional spring may also be placed between the core (41) and the end of the piston rod.

The secondary contact strips (32 and 33) are so adjusted that slight movements of the steering mechanism necessary to keep the vehicle on a straight course do not affect the device. When, however, movement to the right occurs in excess of this amount, the piston rod (26) in itsmovement forward, brings the contact ring (29) into contact with the secondary contact stri (32), allowing current to How from the e ectrical system through the contact finger (53), the automatic control contacts (45 and 46), the primary contact strips (30 and 31), the contact ring (29) and the secondary contact strip 32, to the electric bulb (18) in compartment (15) of the signal device (Figs. 1 and 2), and to the corresponding bulb in the other signal device when two signal devices are used. This illuminates the lenses or transparencies of the chambers and shows, in the case of an automoble having a signal device on each front fender, a red signal on the right fender pointing to the right or away from the car, and a green signal on the left fender pointing also to the right or towards the car, indicating the d'rec` tion'and duration of the turning movement.

When through the action of the steering mechanism, the piston rod (26) is retracted to the point where contact is made by the contact ring (29) with the secondary contact strip (33), the bulbsin the opposite chambers of the signal devices are lighted, showing a red signal on the left fender pointing to the left, and a green signal on the right fender pointing also to the left, indicating a turning movement to the left. As the chambers in thesev devices are fitted with lenses, both front and rear, these signals are visible from both directions. Where the principle of the worm and gear, or worm and rack, is employed in the automatic controller, (Figs. 8, 9, 10 and 11) the contacts between the primary and secondary leads are effected by substituting the movement of the gear or rack for the movement of the piston rod.

The automatic control of the signals as described above, is capable of modiiication through the action of the direct or manual control as follows: )Vlien the operator of a vehicle to which the device is attached wishes to signal his intention of making a turn to the left, some time in advance of thc moment of actual turning, the manual control lever (55) is pulled back one notch from its normal position,bringingthe contact inger (53) into contact with the left manual control terminal (44), at the same time retaining its contact with automatic control terminal This shows a steadily burning signal in the lett turn compartment of the signal devices through the, system of wiring connected with the left manual control terminal (44) At the same time, due to the functioning ot the dual control feature of the device, any actual deviation ot' the vehicle to the right is instantly flashed tothe right turn compartments` ofthe signal devices by the automatic controller, acting through the .system of wiring connected to the automatic control terminal (45), with which the contact linger (5&5) is in simultaneous contact.

Provision is made to cover the reversal of the above conditions by the wir'ng connected with automatic control terminal (46) and right manual control terminal (47)` which are in action when the conrol lever is pushed up to the right one notch from its normal position. The turning movement in the opposite direction to that indicated by the manually actuated signal would ordinarily occur only when an emergency arises compelling the operator to swel've in a direction contrary to the turn he was preparing to make. Under such conditions the operator would have neither time nor attention to spare for manually changing the previous signal. The emergency might arise, ior instance, when a driver has set the signal preparatory to turning to the right at the next street corner, and a pedestrian unexpectedly steps t'rom the right hand sidewalk nearly enough in front of the car to be in danger. The driver, turning his steer'ng wheel to the left. as the only action he has time. or the presence of mind to take, causes the left pointing signal to be automatically lighted; giving warning to a following driver who may ha ve started to overtake this car on the left hand side. supposing it to be safe to do so. that the cond'tion has changed and an attempt thus to pass might he dangerous. Like results occur when the leading driver is preparing to turn to the left but swings to the right instead, and the following driver attempts to pass to the right.

The positions of the casings displaying the signals (one on each side of the forward part of the vehicle and preferably on the crowns of the front fenders as descrfbed) is such that only one ot' them is visible to the driver ot' an overtaking car after the latter has begun to swing out of line preparatory to passing, and it remains visible to such driver until he has come practically abreast of the car ahead or even begun to draw past it. Theeffectiveness of this phase of the invention :s enhanced by the arrangement of colors which l have preferred to adopt for the signal lights. Thus, the overtaking driver, on whichever side he may be passing, sees, in the forward indicator, only the green arrow pointing away from his course; but if he sees the red arrow suddenly flash out pointing across his course, he cannot fa"l to interpret it as a danger signal giving warning that the car he is attempting to pass is about to swervc toward or in front ot' him. Any experienced driver would then instinctively and instantaneously take such steps as may bc possible to avert collision. Further, the red signal is more brilliant and conspicuous than the green one and, under the generally accepted convention regarding tratlic signals, takes precedence over the green signal. Conformably to standard practice in signalling systems for the direction of traflie, in which red is the dominant color whether displayed s' ugly or in combination with other colors, it conveys the meaning that the overtaking drivel' should stop or keep clear.

)Vlieu it is desired to signal a turn in the opposite direction from that indicated by the automatic action ot the device, as might be the case with a vehicle brought to a stop at a traflic control point, with its wheels canted in the opposite direction from that toward which the turn was to be made, the control lever (55) is moved in the desired direction two notches from its normal position. This entirely cuts out the automatic control, and br'ngs the contact finger (53) to rest on the right (47) 01 left (44) manual control terminal as desired, aml on the adjacent neutral terminal (4S or 43), producing a steadily burning signal in the desired compartment of the signal devices, and at the same time cutting otl the current from the opposite compartment, which would otherwise be illuminated by the automatic controller functioning through automatic control terminals (45 and 46).

)Vhcn parking lights are included as a part of the device, they are controlled by connecting them with the left and right parking terminals (49 and 50). lly employing the neutral points (-48 and 51). placed on either side of these terminals, the parking lights can be used either selectively or together, depending on the position of the contact fingers with relation to these four terminal oints.

By pus ing the control lever (55) forward to the right to the extreme limit of its movement, the contact linger is brought to rest upon the two neutral points (51 and 52) cutting oi the o ration of the device entirely.

Where the orm of manual control, shown in Figs, 12, 13 and 14, is used the operation is the same, the rotation of the cap (100) being substituted for the action of the hand lever (55).

In addition to the foregoing, the device, by employing the manual controller, is also capable of functioning as a pass signal, a green si al shown on the left side, pointing to the right, indicating to an over-taking car coming up on the left, that way was yielded for passing to the left. A correspond signal can also be given for a passage on the right.

Provision for utilizing the device as a pass signal, for cars crossin infront, is provided by installing auxiliary electric bulbs in the green com artments of the sig nal-device, controlled y the push button switches (106 and 107) located in the manual controller shown in Figs. 12, 13 and 14, Plate II, or at any other point convenient to the operator, a green arrow, pointing in either direction across the front of the vehicle, indicating that way is open for a passage in that direction.

I claim:

1. A direction signaling device for automobiles comprising, in combination with right and left indicating signals mounted on the forward part of the automobile and mechanism for turnin the steerin wheels of the automobile to right and le t, an electric switch connected with the steering mechanism having means for causing the appropriate signal exclusively to be shown when the steering wheels are turned to right or left respectively, and a manual switch having a contact in series with the before named switch, other contacts flanking said contact, each in arallel circuit with one of the signals, and) a circuit closed shiftable to engage the res ective contacts independently or either o said anking contacts and the first named contact simultaneous] 2. A direction signaling evice for automobiles comprising electrically operable signal devices mounted on the forward part of the automobile and arran ed to indicate right and left turns respective y, a steerin gear, an automatic switch operable by sai steering gear and having means for closin exclusively the circuit to one or the other o said signal devices when the steering gear is turned in one direction or the op osite direction, respectively, and a manua ly operable switch having a circuit closing element in series with said automatic switch and other circuit closing elements in circuit wth the respective signals throu h circuits parallel to those through which t c automatic switch is connected with the same signals.

3. A direction signaling device for automobiles comprising electrically operable signal devices arranged to indicate right and left turns respectively, a steering gear, an automatic switch operable by said steering gear and having means for closing exclusively the circuit to one or the other of said signal devices when the steering gear is turned in one direction or the opposite direction, respectively, and a manual switch having a contact in series with said automatic switch and other contacts in separate parallel circuits with the respective signals, said manual switch including a controller constructed and movable to complete the circuit exclusively through either the automatic switch or one or the other parallel circuit exclusively, or through the automatic switch and one of the parallel circuits simultaneously.

4. In a direction signaling device for automobiles, signals for indicating rright and left turns respectively, automatic control means adapted to be connected with the steering gear of the automobile to operate said signals selectively, a manually movable switch element, a complemental contact arranged to cooperate with said element independently in diiierent positions of the element, electrical connections from said contact to the automatic control means, a second contact at one side of the first-named contact in parallel electrical connection with the ri ht-indicating signal exclusively, and a third Contact, at the opposite side of the lirst contact and in parallel electrical connection with the left-indicating signal exclusively; the second and third contacts being 'also arranged for cooperation with the manual switch clement, whereby placement of said switch element in diii'erent positions is effective to cause actuation of the signals by the automatic controller or by the manual switch element independently.

5. In a direction signaling device for automobiles having oppositely pointing signals in a forward location on the automobile, an automatic controller operable by the steering wheel of the automobile and engageable in electric circuit with one or the other signal when moved in one direction or the other from neutral open circuit position, a manual .switch having a series of contacts and a movable contact arm traversable across said contacts and engageable with an intermediate, and one of the outer contacts at one time, the contacts being in series electrical connection with the movable member of the automatic controller, and the next adjacentones of said contacts being in parallel circuit connection with the res ective signals.

6. In a irection signal for automobiles having right and left indicating electric signals mounted on the forward part of the automobile, an automatic circuit closer comprising a member coupled with the steering mechanism of the automobile for movement to one side or the other of a central position when the steering mechanism is correspondingly moved from midposition, complementa contacts for said movable member connected in circuit with the respective signals, a manual switch comprising a series of four separate contacts arranved side by side and a movable switch arm adapted to travel over said contacts and contact with any contiguous two of them at once, the central two of said contacts being in series electrical connection with the movable member of the automatic circuit closer and the outermost contacts being separately connected in series connection with the respective signals.

7. A direction signal a paratus for automobiles comprising signa devices mounted on the forward part of the vehicle, one adapted to indicate a right turn of the vehicle, and a second one to indicate a left turn, a switch contact in circuit with one of said signal devices exclusively, a second switch contact, a manual circuit closer in circuit with a source of electricity movable to close the circuit through either the first-named contact exclusively, or through both said contacts simultaneously, and an automatic switch interposed in the circuit between the second named contact and the second signal device, mechanically connected with the steering apparatus of the vehicle and causable thereby to actuate the second signal device when the manual circuit closer is in connection with both contacts and the steerin apparatus is moved to turn the car opposite y to the direction first intended.

EDWARD KIMBALL FRIEND.

cERTIFlcArE or CORRECTION.

Patent No. l` 890, 677.

December 13. i932.

EDWARD KIMBALL FRIEND.

lt is hereby certified that error appears in the printed specification ofthe above numbered patent requiring correction as follows: Page 5, line S0, claim l, for "closed" read "closer"- and that the lsaid Letters Patent should he read with this correction therein that the same may conlonn to the record of the case in the Patent Office.

Signed and sealed this 17th day of January, A. D. 1933.

(Seal) M. J. Moore Actmg Commissioner if Patents.

contacts being in parallel circuit connection with the res ective signals.

6. In a irection signal for automobiles having right and left indicating electric signals mounted on the forward part of the automobile, an automatic circuit closer comprising a member coupled with the steering mechanism of the automobile for movement to one side or the other of a central position when the steering mechanism is correspondingly moved from midposition, complementa contacts for said movable member connected in circuit with the respective signals, a manual switch comprising a series of four separate contacts arranved side by side and a movable switch arm adapted to travel over said contacts and contact with any contiguous two of them at once, the central two of said contacts being in series electrical connection with the movable member of the automatic circuit closer and the outermost contacts being separately connected in series connection with the respective signals.

7. A direction signal a paratus for automobiles comprising signa devices mounted on the forward part of the vehicle, one adapted to indicate a right turn of the vehicle, and a second one to indicate a left turn, a switch contact in circuit with one of said signal devices exclusively, a second switch contact, a manual circuit closer in circuit with a source of electricity movable to close the circuit through either the first-named contact exclusively, or through both said contacts simultaneously, and an automatic switch interposed in the circuit between the second named contact and the second signal device, mechanically connected with the steering apparatus of the vehicle and causable thereby to actuate the second signal device when the manual circuit closer is in connection with both contacts and the steerin apparatus is moved to turn the car opposite y to the direction first intended.

EDWARD KIMBALL FRIEND.

cERTIFlcArE or CORRECTION.

Patent No. l` 890, 677.

December 13. i932.

EDWARD KIMBALL FRIEND.

lt is hereby certified that error appears in the printed specification ofthe above numbered patent requiring correction as follows: Page 5, line S0, claim l, for "closed" read "closer"- and that the lsaid Letters Patent should he read with this correction therein that the same may conlonn to the record of the case in the Patent Office.

Signed and sealed this 17th day of January, A. D. 1933.

(Seal) M. J. Moore Actmg Commissioner if Patents. 

